Boiler.



No. 823,486. I PATENTED JUNE 12, 1906.

G. VANDERBILT.

BOILER.

APPLICATION FILED MAR.3. 1902. RENEWED SEPT. 17. 1904.

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No. 823,486. PATENTED JUNE 12, 1906.

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BOILER.

APPLICATION FILED MAR.3. 1902. RENEWED $EPT.17, 1904.

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No. 828,486. PATENTED JUNE 12, 1906. C. VANDERBILT.

BOILER.

APPLICATION FILED MAB.3. 1902. RENEWED SEPT. 17, 1904- 18 SHEETS-SHEET 4.

No. 823,486. PATENTED JUNE 12, 1906.

0. VANDERBILT. BOILER.

APPLICATION FILED MAILB. 1902. EIz'JfUZWED SEPT. 17.11904.

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12.3, 1902. RENEWED SEPT. 17, 1904.

APPLICATION FILED MA PATENTED JUNE 12, 1906.

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BOILER.

APPLICATION FILED MAR.3. 1902. RENEWED SEPT. 17, 1904.-

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No. 823,486 PATENTED JUNE 12, 1906. 0. VANDERBILT.

BOILER.

APPLICATION FILED MAR.3, 1902. RENEWED SEPT. 17. 1904.

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PATENTED JUNE 12, 1906.

C. VANDERBILT.

BOILER.

APPLICATION IILED MAR.3. 19oz. RENEWED SEPT. 17. 1904.

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BOILER.

APPLIUATION FILED MAB.3, 1902. RENEWED SBPT.17, 1904.

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PATENTED JUNE 12, 1906.

G. VANDERBILT.

BOILER.

APPLICATION FILED mama, 1902. RENEWED SEPT.17, 1904,

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N11. 823,486. I PATBNTED JUNE 12, 1906.

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PATENTBD JUNE-12, 1906.

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BOILER APPLICATION FILED MAB-.3; IQOBJBENEWED BEPT. 17. 1904.

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PATENTED JUNE 12, 1906.

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BOILER. APPLICATION FILED MAILB. 1902. RENEWED SEPT. 17, 1904.

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PATENT OFFICE.

CORNELIUS VANDERBILT, OF NEW YORK, N. Y.

BOILER.

Specification of Letters Patent.

Patented June 12, 1906.

Original application filed December 17,1900, Serial No. 40,182. Divided and this application filed March 3, 1902. Renewedseptembei 17,1904. Serial No. 224,860.

To all whom it may concern:

Be it known that I, CORNELIUS VANDER- BILT, a citizen of the United States, residing in the borough of Manhattan, city of New York, county and State of New York, have invented certain new and useful Improvements in Boilers, of which the following is a specification, this application being a division of application Serial No. 40,182, filed December 17, 1900.

This invention relates particularly to water-tube boilers; and its objects are to improve generally the construction of such boilers, to facilitate the removal and repair of the various parts, and particularly to make it possible to obtain a greater amount of steam with a given quantity of fuel than has been possible hitherto. The boiler, moreover, is designed with especial reference to its use as a locomotive-boiler, and a further object is therefore to adapt boilers of the type mentioned above for use as locomotive-boilers.

The invention will be more fully described hereinafter with reference to the accompanying drawings, in which it is illustrated as embodied in a convenient and practical form, and in which Figure 1 is a partial side elevation of a locomotive provided with the improved boiler. Fig. 2 is a side elevation of the main frame and the intermediate frame of a locomotive shown in Fig. 1. Fig. 3 is a longitudinal vertical section through the frame shown in Fig. 2, parts being broken out to save space. Fig. 4 is an enlarged pers ective elevation of the rear portion of the f' iame shown in Figs. 2 and 3, illustrating particularly the rear strut and its appurtenances. Fig. 5 is a sectional elevation on the plane indicated by the line V V of Fig. 1, illustrating particularly the construction of the intermediate strut, the boiler being omitted. Fig. 6 is a perspective elevation of the intermediate strut. Fig. 7 is a perspective elevation of the forward strut. Fig. 8 is a section on the plane indicated by the line VIII VIII of Fig. 1 looking forward, illustrating particularly the construction of the forward strut and the relation of the main parts of the boiler thereto. Fig. 9 is a detail view in section, illustrating particularly a portion of the forward strut. Fig. 10 is a partial section on the plane indicated by the line X X of Fig. 1 looking toward the rear. Fig. 11 is a perspective elevation of the boiler, a portion of the supporting-frame being represented. Figs. 12, 12 and 12 are successive portions of a longitudinal vertical section of the boiler and its ap urtenances. Fig. 13 is a view from the rear 0 v the locomotive shown in Fig. 1, partly'in section, on the plane indicated by the line XIII XIII of Fig. 1. Fig. 14 is a transverse section on the plane indicated by the line XIV XIV of Fig. 1 looking forward. Fig. 15 is a transverse section similar to Fig. 5, but with the drums and headers in position. verse section on the plane indicated by the line XVI XVI of Fig. 1 looking forward, the tubes at one side being omitted. Fig. 17 is a front elevation of the boiler andits appurtenances, the front cap of the smoke-box being removed and the working cylinders being shown in section. Fig. 18 is a perspective view of the intermediate header'vs' ith some of its appurtenances. Fig. 19 is a perspective view of one of the side headers with some of its appurtenances. Fig. 20 is a detail view in elevation of one of the supports for the side headers.

In order that the construction of the boiler and the relation of the several parts thereof to each other and to the supports therefor may be more rea dily comprehended, the construction of the frame upon which in the accompanying drawings the boiler is represented as supported will be described first.

As shown in Figs. 1 and 2, the main frame upon which the boiler is supported comprises side bars 1, having upper chords 2 3 and axlebox yokes or pedestals 4 for the axles 5 of the wheels 6. The side bars 1 are tied together by cross-bars 7 of any suitable construction. The front end of the frame is supported by a pony-truck, the wheels 8 and axles 90f which are indicated in dotted lines in Fig. 1. The intermediate frame by which the boiler is directly supported comprises two longitudinal girders 10, rigidly supported upon the main frame by chairs or castings 11 12 and tied transversely by three struts, one, F F, at the extreme forward end, an intermediate strut D D just forward of the fire-box sec tion, and a rearstrut B B just forward of the rear ends of the girders. The intermediate frame is held rigidly to the main frame at its end by the chair 12 and by its connection with the cylinder-casting through the cylindrical smoke-box hereinafter referred to. Both chairs 11 and 12 are rigidly secured to the chords of the main frame.

Fig. 16 is a trans- The rear strut B B, Figs. 2, 3, and 4, is built up of the central compression web 23, strengthened and stayed by suitable angleirons and supports at its top a cradle for the two drums of the boiler hereinafter to be referred to, such cradle comprising a fiat plate 32, curved upwardly at its ends, and an intermediate chair or casting 34, the base 37 of which is provided with longitudinal apertures 39 for the bolts 40, by which the chair is secured to the plate 32, so that it may move thereon longitudinally. The strut D D, Figs. 2, 3, 5, and 6, likewise comprises a central or compression plate 50, strengthened and stayed by suitable angle-irons and having an aperture 53 for the passage of the products of combustion. This strut is supported upon and secured to the side girders 10 and itself supports cradles for the boilerdrums' such cradles comprising end chairs and a central chair 69, which is also adapted for longitudinal movement as described with reference to the central chair of the strut B B.

The strut F F, Figs. 2, 3, 7, 8, and 9, comprises a base-plate 84, secured to the side girders 10, plate-posts 85, and a plate or casting 87, the latter with the plates forming the chair 12. The main compression-plate of this strut rests upon the base-plate 84 and is firmly secured thereto. It is formed with an aperture 99 for the passage of the products of combustion, and at its top sup- .ports' 'the cradle base-plate 100, the ends of which are curved upwardly. A central chair 1107 is secured to the base-plate by bolts which pass through transverse slots in the lower- Web to allow of lateral movement.

In theorganization of the boiler and its supports particular attention is paid to the location of the various parts with reference to the lire-box section, the intermediate section, and the smoke-box'section of a locomotive, each bearing a certain predetermined cooperative relationship to such sections, as will be hereinafter pointed out. The generator comprises a pair of longitudinal drums, side headers located transversely farther apart than the two upper'drums and ata lower level, both drums and ,the side headers having substantially the 'same longitudinal extension, and a lower or intermediate header located below the plane. of the side headers and centrally. The upper drums 124, Fig. 11, find their support on the struts B B, D D, and F F, the intermediate frame directly supporting them and their appurtenant'weight. They are preferably secured rigidly to the front strut'and flexibly to the rear and central struts to allow of relative movement. The steam-space of the drums is connected by a series of short pipesections with a cylindrical dry-pipe 126, closed at the rear end by a cap 127 .and supported between the drums on chairs 128, as

shown in Figs. 12, 12 and 15, which rest gaged by the products of combustion.

between and on the drums. The front end 129 of the dry-pipe extends into the smokebox 130 and downwardly to the throttle-box 131 from which extend the branch pipes 132 to the cylinders 133, as shown in Fig. 17. As

- is customary in locomotive practice the front end of the frames and the cylindrical smokebox section are secured together by casting 125 which is the same as is usually provided for this purpose.

The side headers 134 terminate substantially within and at the front of the rear strut B B, Fig. 12, and are connected, respectively, with the lower half of the corresponding drums at one side of the vertical axis thereof, Fig. 14, and to the rear of the strut D D, or, in other words, within the precincts of the fire-box by a gang of water-tubes 135, disposed in reverse-curve form and having hori zontal outwardly-extending sections 136, vertical sections 137, and lower and outer ends 138, Fig. 14, converging to the side headers 134, the upper ends 136 entering the lower half of the corresponding drum, and all being located substantially away from or outside of the opening 53 through the strut D D. The tubes may be in vertical and horizontal series or in banks not so regularly placed. Although this is the preferred disposition of tubes between the upper and side drums, it is apparent that the same may be varied to suit other conditions of service and construction without departing from the spirit of the invention.

Immediately forward of the central strut D D the boiler-tubes are not only arranged in vertical andhorizontal series or banks, but have a twofold or duplex disposition.

By reference to Figs. 14 and 16 it will be noted that the tubes 139, extending between the lower half of each upper drum 124 and the tube-sheet 140 of the lower intermediate header 141, are substantially straight up and down and form a bank immediately in front of the opening 53 through the strut D D to at once engage the products of combustion as they pass from the fire-box through the opening in the strut D D to the smoke-box and (see Fig. 16 particularly) that the disposition of the tubes 142 between the lower half of each drum 124 and the tube-sheets 143 of the side headers 134 is the reverse of the tubes 135, in that they drop down, (144, Fig. 16,) form a head 145 in front of the opening 53, and then extend outwardly (146) to the tube-sheet 143.

The arrangement of tubes, drums, and headers, as will be seen by reference to Figs. 14 and-16, substantially fills up transversely and longitudinally the entire channel which is formed for the passage of the products of combustion between the struts D D and F F, thereby practically filling up the entire central or intermediate section of the locomotive with water-tubes adapted to be directly e51- 

